Polyfuel engine



0 L U N G A B A POLYFUEL ENGINE 3 Sheets-Sheet l Filed Oct. 18, 1934 I ////m&

Idrll/llll/f/A A V" v V ALBERT BAGN U LO INVENTOR MZQ MMZ ATTORNEYS 8, 1938. A. BAGNULO 2,110,191

POLYFUEL ENGINE Filed Oct. 18, 1934 3 Sheets-Sheet 2 ALBERT BAGNULO INVENTOR ATTOR N EYS A. BAGNULO 2,110,191

\ POLYFUEL ENGINE Filed Oct. 18, 1934 3 Sheets-Sheet 3 March 8, 1938. I

ALBERT BAGN ULO ATTORNEYS Patented Mar. 8, 1938 Application October 18, 1934, Serial In France October 18, 1933 12 Claims. (01. 123-34) The present invention is for improvements in or relating to polyfuel engines.

The main object of the present invention is to provide a polyfuel internal combustion engine, that is, an engine arranged to burn equally well a large number of the liquid fuels at present on the market in spite of their different character, fluidity or density. Such fuels are alcohol, petrol, petroleum, heavy mineral and vegetable oils and other distillation residues and also mixtures of these fuels.

It is known that at present engines can only operate with a particular fuel and that a standard of compression suitable for one fuel does not suit another fuel of different character.

These differences are due solely to thefact that all the fuels are burnt in the liquid state. If, on the other hand, the different fuels are gasified in a preliminary stage away from air, their physical characteristics alter and become similar.

Furthermore,- certain fuels do not gasify completely. The portions thereof, however, which do not gasify remain combustible.

These considerations lead to the construction of an engine with a preliminary chamber having hot surfaces, the fuel being introduced into this preliminary chamber in the liquid or gaseous state and separated from the air, which latter is introduced directly into the cylinder by a known method. Such an engine necessitates special conditions and arrangements for the fuel supply and it is with these that the present invention is concerned.

An object of the invention is therefore to disclose the manner of supply of a low pressure engine provided with a hot chamber (or combustion chamber) supplied simply by a depression within the engine without the aid of pump or compressor, the fuel and the air being introduced separately and successively into the chamber.

The method in accordance with the present invention has the advantage that this known engine may be supplied either consecutively or simultaneously with fuels as varied as alcohol, petrol, benzene, petroleum, gas oil and heavy oils of vegetable, mineral or animal origin.

As the degree of compression which is employed does not exceed 6 to 7, it is possible to transform rapidly and without trouble by this method, already existing engines constructed to operate with petrol so that an economy in the consumption of petrol itself is obtained.

It will therefore be understood that the arrangement in accordance with the present invention is only designed for application to engines with a hot preliminary chamber, with which engines it forms an inseparable and single unit.

The object of the invention is attained by the combination and special arrangement of two series of members. firstly the distribution which 5 forms an integral part with the cylinder head and secondly the constant level float chambers.

The piping and the distributing members are incorporated in the cylinder head so that they are heated by the latter with the object of avoid- 10 mg freezing. According to a further embodiment of the invention the preliminary heating is carried to such a degree that the fuel passes into a state of more or less dry vapour.

The invention will be hereinafter more par- 15 ticularly described with reference to the accompanying drawings in which:-

Figure 1 illustrates a section of the cylinder head of a motor in which the fuel is admitted into a preliminary chamber in the liquid state,

Figure 2 illustrates a constant level float chamber for the motor,

Figure 3 illustrates a modification of the arrangement shown in Figure 1 in which the fuel is vaporized before passing into a preliminary chamber,

Figure 4 illustrates a closure plate for the preliminary chamber shown in Figure 3, and

Figure 5 illustrates a modification of the arrangement shown in Figure 3. 30

The same references have been employed to indicate the same members on all the figures of the drawings.

In the embodiment of the invention illustrated in Figure 1, the system of distribution is 35 shown and the reference letters have the following significance:-

Aa cylinder.

Bthe piston of the cylinder A.

C-the head of the cylinder A.

In the cylinder head 0 are disposed the followmg:

Da suction valve (behind which is the exhaust valve) opening directly into the cylinder.

Ea principal air regulating throttle. 45

Ga preliminary chamber provided with hot surfaces and communicating with the cylinder by a Venturi tube U (in this chamber is fitted the end of the spark plug V).

Ha fuel admission valve, the stroke of which may be varied by mechanical means. Above this valve the admission conduit of the fuel opens into a space comprised between the two joints J and J.

I--an admission conduit for the fuel formed in the interior of the cylinder head.

K'a double hole cock casing permitting the conduit I to be placed in communication with one or other of the spray cones L and L (Figure 2). This cock casing is connected by a single control with the throttle E. This control is not shown for the purpose of simplifying the drawings.

The assembly formed by the preliminary chamber G, the fuel valve H, the conduit 1, the cock casing K and the secondary spray cones L, is incorporated in the cylinder head and heated thereby.

The purpose of this heating is to avoid the freezing of the fuel during the atomization thereof under the effect of the suction.

Underneath the part of the cylinder head carrying the cock casing K and the diffusing cones L and L are disposed the twin constant level float chambers M and M, illustrated in detail in Figure 2.

The usual members for ensuring a constantly uniform supply, that is, a float, a pin valve and the like are arranged in these float chambers.

In the centre of each float chamber there are located the following devices:-

N-a well communicating with the atmosphere at the upper part thereof and supplied by the compensating jet 0.

PA compensating tube concentric with the well N and obtaining its supply therefrom.

Q-A running tube which extends concentrically with the tube P and the Well N and is terminated by the running jet.R. which is supplied directly in the float chamber.

S-A principal diifusor cone which connects the extremities of the tubes P and Q, forming a first emulsion with the air coming from the air pulverizing holes T.

The mixture formed in the principal diffuser cone S passes through the secondary diffusor cone L provided with a small intake of fresh air.

The operation of the arrangement is as follows:-

In the first place, it will be appreciated that if at low powers the fuel valve H is opened only slightly, the suction depression on this valve is more appreciable for the reason that the principal air throttle E is almost closed. Vice versa, at high powers the fuel valve H is opened to a greater extent, together with the principal air throttle E, and the depression due to suction on the valve H diminishes.

Consequently, the sucking force acting on the valve H is constant. The regulation of the feed may be obtained in two ways, firstly by varying the'lift of the valve H, in this casev it is controlled by an eccentric spindle; and secondly by keeping constant the lift of the valve H, in this case, the regulation of the supply is effected by means of a cock casing which rotates and varies the size of the holes regulating the admission of fuel.

In both methods, the opening of the valve H is effected in phase with the opening of the air inlet valve and the suction effect thereof may be increased or diminished according to the adjustment given to the throttle E with respect to this valve. The depression or partial vacuum is produced in the conduit I and acts on the jets located in the float chamber M. The fuel spurts out through the compensating jet 0 and through the running jet R.

With an increase in the speed of the motor, the depression at R and in the tube Q increases at the same time that the liquid level in the tube P falls, for the delivery from the jet 0 is constant per unit of time and is not influenced by the efieot of the depression since the well N communicates with atmosphere. The operation is consequently the same as in an ordinary carburettor.

The concentric arrangement of the well N and the tubes P and Q eliminates any effect due to the inclination of the engine as the level will remain constant in the tubes.

The fuel which spurts out from the tubes P and Q will be emulsified by the air which passes through the holes T of the principal diffusor cone arranged concentrically with respect to the two tubes P and Q.

The emulsion thus formed will encounter a fresh jet of air at the secondary diffusor cone L or L according to whether feeding takes place on one or the other of the float chambers. The emulsion next passes through the casing K and the conduit'I to the Valve H and is subjected to a first heating due to the temperature acquired upon passing into the cylinder head, before the introduction thereof into the preliminary chamber where the gasification is effected. The temperature of this preliminary chamber permits very poor mixtures to be used and consequently very low consumptions to be obtained.

A further improvement of this system of supply consists essentially in producing moreover the progressive vaporization of the fuel into a more or less dry vapour, preferably, but not necessarily, in the presence of a, minimum quantity of transporting air insufficient to permit the ignition of the mixture.

This very rich mixture introduced in a state of vapour in this manner into the hot chamber during the suction phase, completes in the hot chamber the gasification thereof, this taking place until the air in the cylinder in turn penetrates into the hot chamber during the compression phase. The mixture, now of convenient proportions and homogeneous due to the eddying resulting from the Venturi tubes located between the hot chamber and the cylinder is ignited by a spark from the spark plug at the desired instant.

The introduction of the fuel in a state of vapour has, as compared with the introduction of the fuel in the form of an emulsified liquid, the following advantages:

(1) A more equal distribution between the cylinders and consequently a better equilibrium of the engine is effected.

(2) The complete gasification of the fuel in the combustion chamber is assisted and accelerated and consequently a better combustion is ensured.

(3) A temperature for the combustion chamber is obtained which is more constant and better adapted to the various speeds of running of the engine.

The introduction of the fuel in the liquid state would, in fact, considerably cool the combustion chamber when the engine is running at low speeds. It has, for this reason, been necessary to insulate the combustion chamber from the cooled parts of the cylinder head and this has resulted in a too intense premature ignition when at high speeds. in a state of vapour cools the combustion chamber much less, it is possible to obtain a more constant temperature for this chamber so that the engine is running heating, giving rise to As the introduction of the fuel good combustion is ensured at all speeds of the engine.

The advantages of this arrangement will at once be apparent to a person skilled in the art. The arrangement makes it possible to interchange the fuels employed whilst maintaining relatively small consumptions and preserving the normal power and speed of the engine without any vibration. The arrangement furthermore avoids the dilution of the oil in the casing by unburnt residues of the fuel or fuels employed.

The system may be applied either to two-cycle or four-cycle engines.

A further development of the present invention has consequently as its main object the improvement of the feed for a fuel heated so as to be introduced in the state of vapour into the combustion chamber where the gasification is completed away from air.

The invention furthermore has for an object the provision of means which permit a convenient heating to be effected together with the vaporization and gasification of the fuel by the method hereinbefore described, due to the particular arrangement of the members forming the engine.

Referring to the embodiment illustrated in Figures 3, 4 and 5, the cylinder head C employs suction valves D and exhaust valves (not shown) at the top thereof controlled by rockers. This cylinder head C is provided with a cavity G, in line with each cylinder, which is normally cooled on one of the faces thereof by the circulating water and which communicates with the cylinder associated therewith by a Venturi tube U of shape and dimensions suited to the characteristics of the engine. The cavity G is also provided with a valve H to permit the supply of fuel and to regulate this supply according to the requirements of the engine, the control of this valve being coupled with the principal air admission throttle E to ensure the proportion of air and fuel at the various speeds.

The cavities G are closed by a single lateral closure plate Z shaped in such a manner that the cavities are of spherical form.

This closure plate Z formed of a metal adapted to each particular use and provided if necessary with fins which limit the temperature thereof to a convenient value, is heated by the combustion itself or by any other means particularly arranged to facilitate starting when cold. The plate Z is insulated from the cylinder head C by a joint J"; under these conditions, the temperature of the hot surfaces is uniform in the different chambers G of a multiple cylinder motor, thus equalizing the conditions of gasification, of carburation and of combustion for the different cylinders.

The plate Z comprises conduits X of convenient shape to permit the progressive vaporization of the fuel and also the return of any liquid not vaporized towards the supply apparatus or apparatuses, together with an equal distribution .over the various cylinders of the engine. Figure 4 shows, by Way of example, the closure plate Z comprising conduits X, X',-X", X, controlled by the throttles W and arranged to place a single feed apparatus M through the intermediary of the feed adjusting valve H in communication with the hot chambers G each corresponding to one of the four cylinders of the engine in question.

The circulation conduits provided which are of convenient shape and dimensions, may if necessary contain a filtering or catalyzing material or catalyst appropriate to the use of certain fuels.

As an example of a catalyzing substance, nickel filings may be mentioned. When the fuel vapor comes into contact with this catalytic substance, the fuel is converted into a lighter hydrocarbon which vaporizes more readily than the original fuel.

The operation of the arrangement is as follows:-

During the suction phase, the main air, regulated by the throttle E, penetrates into the cylinders through the suction valves D. The circuit, constituted by the chambers G, the conduits X, X, X", X, and the supply apparatus M is under a depression and, due to the adjustable opening of the supply valve H, presents a loss of charge such that a small quantity of air entering by way of the device M effects the setting in movement of a certain quantity of fuel; this quantity of air is suitably regulated with respect to that of the main air, the proportion being obtained by means of the connection between the control of the valve H and the control of the throttle E located in the air suction passage.

The compensation between the fuel and the air is thus obtained automatically at all speeds and at the moment when the engine accelerates.

The fuel carried along by a very small quantity of air vaporizes progressively in the conduits X, X, X", X, and penetrates in a state of more or less dry vapour, into the preliminary chamber G where the gasification process is completed.

The cylinder air penetrates with eddying effects through the Venturi tube U into the hot chamber during the compression phase and the carburation and the homogenization of the mixture takes place, the ignition being produced at the desired instant by the electric spark plug V which is particularly constructed to Withstand high temperatures. The eddying takes place afresh upon the exit of the ignited gases through the Venturi tube and thus ensures a total combustion thereof.

The ignition spark plug being very hot, can not be inundated by the particles of fuel remaining in the liquid state, for example in a cold engine. As the gases are ignited in the hottest zone of the chamber G, the flame is propagated towards a colder zone, thus facilitating the regularity of combustion and avoiding in all instances the formation of explosive waves.

If an acceleration of the engine was required too suddenly, it might happen that the corresponding depression would not have time to be sufiiciently rapidly produced in the fuel distributing conduits. A special member Y illustrated in Figure 5 and comprising a pivoted automatic, spring closed throttle or valve, must therefore be provided in the air inlet before the mechanically lever controlled throttle E. This member or valve Y, on a sudden acceleration closes the air inlet up to the time when the engine takes up its fresh speed. Inasmuch as the valve Y is pivoted so as to be suspended and tends to be closed by a spring connected thereto, said valve will be readily opened inward in opposition to the spring. This closing of the air effects a very marked suction on the fuel valves, instantaneously causing to be brought up to the cylinders a supply of the quantity of fuel necessary to satisfy the new speed imposed on the engine. More specifically the operation of the automatic valve Y is as follows:

When the motor turns at a low speed, the two valves, manual and automatic, are close to the closing position. If it is desired to accelerate the motor, the manual valve is opened, but the automatic valve remains closed as long as the motor has not accelerated effectively, there existing always a certain lag from the moment the control is actuated to the moment when the motor obeys. As soon as the new running speed has been established, the automatic valve opens and adapts its position of equilibrium to the position of the manual valve.

It will be understood that various modifications in construction may be made in the invention without exceeding the scope thereof and that the embodiments of the invention hereinbefore de scribed are merely given by way of example.

What I claim and desire to secure by Letters Patent of the United States is:- i

1. Engine for use with liquid fuelshaving several cylinders each of which is in intercommunication with a gasification chamber for the fuel, which has heated surface members and is supplied with fuel substantially free from admixture with air by an admission device for the fuel, means for forcing the fuel through the said device by the depression alone obtained inside the chamber, a common plate applied against the heads of all of the cylinders and includes an ad mission conduit system arranged therein for heating the fuel by means of said hot surfaces while it passes through said admission conduit system and before it enters the chamber, a valve disposed on each cylinder and arranged to aspirate into the interior thereof a mass of fresh-air, means for mixing with this air the fuel introduced into the gasification chamber and means comprising a spark plug for igniting the carburetted mixture.

2. Engine according to claim 1, wherein the common plate is applied against the heads of all the cylinders, and the admission conduit system is arranged in the said plate.

3. Engine according to claim 1, wherein the common plate applied against the heads of all the cylinders, is insulated from these cylinder heads.

4. Engine according to claim 1, wherein a portion of the hot surface members of the gasification chambers forms a block integral with the said plate.

5. Engine according to claim 1, wherein the admission conduit system is arranged in the common plate and has a symmetrical shape with successive branches, with a common branch preceding bifurcating branches and being arranged vertically.

6. Engine according to claim 1, wherein the ignition spark plugs are arranged in the common plate.

'7. Engine according to claim 1, wherein the admission conduit system is arranged in the said plate and has a symmetrical shape with'successive branches, with a common branch preceding bifurcating branches and being arranged vertically, and a catalyzing substance aranged in the conduit system.

8. Engine according to claim 1, wherein the admission conduit system is arranged in the said plate and has a symmetrical shape with successive branches, with a common branch preceding bifurcating branches and being arranged vertically, and a filtering substance arranged in the conduit system.

9. Engine according to claim 1, wherein, the admission conduit system is arranged in the com mon plate and has a symmetrical shape with successive branches, with a common branch preceding bifurcating branches and being arranged vertically, and controlled valves being arranged in different branches.

1%). Engine according to claim 1, wherein, the admission conduit system is arranged in the common plate and has a symmetrical shape with successive bifurcated branches, with a common branch preceding the bifurcated branches and eing arranged vertically, and valves under a single control being arranged branches. I

1.1. Engine for liquid fuels having several cylinders each of which is in intercommunication with a gasification chamber for the fuel which has heated surface members and is supplied with fuel substantially freefrom admixture with air through an inlet valve by an admission device for the fuel, the said device comprising a system of conduits and distributing and atcmizing members arranged in the head of the cylinder in the body of which said heated surface members are also arranged, means for forcing the fuel through the said system of conduits by the depression alone obtained inside the chamber, a valve disposed on each cylinder and arranged to aspirate into the interior thereof a mass of fresh air, an

aspiration conduit terminating at the inlet of the said valve and containing an adjustable valve, means for varying the lift of the inlet valve for the fuel into the chamber, connected mechanically with the control of the said adjustable valve in the air suction conduit, means for mixing with this air the fuel introduced into the gasificatio-n chamber and means comprising a spark plug for igniting the carburetted mixture.

12. Engine for liquid fuels having several cylinders each of which is in intercommunication with a gasification chamber for the fuel, which has heated surface members and is supplied with fuel substantially free from admixture with air by an admission device for the fuel, the said device comprising a system of conduits and distributing and atomizing members arranged in a common plate applied against the heads of all of the cylinders, means for forcing the fuel through the said system of conduits b-y'the depression alone obtained inside-the chamber, a valve disposed on each cylinder and arranged to aspirate into the interior thereof a mass of fresh air, an air aspiration conduit terminating at the inlet of the said valve and containing an adjustable valve and an automatic valve, means for mixing with this air the fuel introduced into the gasification chamber and means comprising a spark plug is igniting the carburetted mixture.

ALBERT BAGNULO.

in different 

